I'm not even sure if this is meant to be the DC-Baltimore maglev, but I like the parallel bike-ped paths below it. If this is what it looks like when it opens in 2092, then count me on board (or not, I'll probably be on the bike path below it, unless global warming has flooded that).

The FBI wants to leave its aging headquarters on Pennsylvania Avenue, and many in the District would not be sad to see it go. The FBI, like other security-related agencies, wants a high-security fortress with impenetrable walls and what amounts to a moat. That's not ideal in downtown DC, where shops, restaurants, condominiums, and top-tier office space are all in high demand. The block-size dead zone that is the Hoover Building in its current state is bad enough.

Another, less critical choice when looking at traffic, is how bike-friendly the location will be. And here, as is true with transit, the Greenbelt and Springfield locations are the best locations for multi-modal travel.

The Greenbelt location would place the FBI headquarters on what is currently the Greenbelt Metro parking lot. This is adjacent to Indian Creek, one of the tributaries of the Anacostia along which the Indian Creek Trail runs. That trail currently ends about 2500 feet south of the Metro station at Greenbelt road, but the 2009 Prince George’s County Bicycle Master Plan recommends extending that north, as can be seen in the map below of planned bike facilities in the area.

The FBI doesn't plan to expand on this any if they choose this site and they note that building here "would possibly limit the extent of the proposed mixed-use trail on the Greenbelt site." Nonetheless, they expect about 2% of commute trips to be made by bicycle (approximately 226 bicycle roundtrips daily). They add that "It is assumed that there would be bicycle facilities on-site to encourage the use of the bicycle mode of travel." That also assumes that there will be no bikeshare at the site by 2022.

The Landover site is located near the intersection of Brightseat Road and Landover Road in Prince George’s County. The proposed bike network in this area is a little less extensive, with a sidepath along Landover Road, a trail along Cattail Branch and some nearby bike lanes included in the county bikeway master plan.

Under the build condition, they expect about 1% of commute trips to be made by bicycle (approximately 113 bicycle roundtrips daily). Again, "It is assumed that there would be bicycle facilities on-site to encourage the use of the bicycle mode of travel" and no bikeshare. But the area is so poorly-suited to biking that they aren't sure daily bike commuters here are a good thing "the increase in projected bicycle volumes would have a direct, long-term, adverse impact to the study area. There would be a negative impact because, without bicycle facilities, those who choose to bicycle would need to use sidewalks, conflicting with pedestrians, or use the roadways, creating conflicts with an increased number of vehicles on the road. There could be direct, short-term, adverse impacts to the bicycle network during construction caused by construction vehicles crossing the lanes and intermittent lane and sidewalk closures."

So they have another condition, the build with mitigation condition, that's a little more aggressive stance when it comes to cycling. In this condition, the Landover Road side path and the Brightseat Road and Evarts Street bike lanes be built as part of the project's "roadway mitigation." [If you go to the DEIS, I'm pretty sure that Figure 6-38 is mislabeled as "Recommended Bicycle Mitigation" but is actually the current bike network]. In this condition, they expect "direct, long-term, beneficial impacts caused by the addition of new corridor based bicycle lanes and paths." [For the Greenbelt Alternative, pedestrian network, bicycles, public transit, and truck access do not require any mitigation].

The Springfield site is located south of the FranconiaSpringfield Parkway, east of I-95, and west of the CSX railroad right-of-way. The area is surprisingly well served by bike trails, even if they're counting "a few sidewalk accommodations that appear wide enough to be considered a multi-use path (portions of Frontier Drive)"

A multi-use path is present on the northern side of the site, along Franconia-Springfield Parkway. This trail follows the Franconia-Springfield Parkway and crosses I-95 via a pedestrian bridge near the site, then continues west for several miles, before becoming the Fairfax County Parkway Trail. Near this transition, the trail also connects with the Cross County Trail. There are several other multi-use paths in the study area, including one extending south from the site along Loisdale Road, paths around the Franconia-Springfield Metro Station and along the Franconia-Springfield Metro Station Access Road, a path that connects the Metrorail station to Barry Road through the VRE station, and a multi-use path or wide sidewalk along the eastern side of Frontier Road north of Spring Mall Drive. The Fairfax County Bicycle Master Plan also shows a segment north of and parallel to Metropolitan Center Drive as an existing off-road trail; however, this pathway appears to be very overgrown based on Google aerial imagery from 2015 and may need improvements to be considered a usable mixed-use trail

In addition to the planned bicycle improvements, the Fairfax County Board of Supervisors has committed funds in FY2015-2020 for installing covered bicycle parking to accommodate at least 30 bicycles at the Franconia-Springfield Metro Station and VRE station (FCDOT 2014b). With this project, access driveway pavement, lighting, and security improvements may also be provided. The Board of Supervisors has also committed funds to enhance both bicycle and pedestrian access from the Northern Virginia Community College ‒ Medical Campus, adjacent to the Springfield site, to the Franconia-Springfield Metro Station and nearby activity centers. These improvements would undoubtedly benefit future pedestrians and bicyclists

So Springfield has a lot of facilities, and more in the pipeline, which means, that like Greenbelt, the bicycle mode split to the site is projected to be 2%.

Unlike Greenbelt, the bicycle network would get some attention in the Build with Mitigation alternative.

Although the “segment north of and parallel to Metropolitan Center Drive” is shown as an existing off-road trail in the Fairfax County Bicycle Master Plan, this pathway appears to be overgrown. Therefore, one recommendation is to rehabilitate this off-road trail along GSA-owned railroad right-of-way as a mixed-use path and create a short bicycle connection along Joseph Alexander Road between the Springfield site and the overgrown trail.

The off-road trail in question is the diagonal blue line just north of the site, and calling it overgrown is charitable. But, a new rail trail...how exciting.

When compared to the Build Condition, there would be improvements to the bicycle network under the Build with Mitigation Condition. The recommended mitigations would improve the level of impact from not measurable to direct, long-term, beneficial bicycle network impacts because the recommended mitigation measures would expand the area’s bicycle network

So, it may be that - from a bike commuting and bike enhancement standpoint, the Springfield site is the best (though that should be just one small factor). I wonder what the bicycle mode split is at the current HQ.

On Monday night, DDOT hosted an open house to start the development of a District of Columbia State Rail Plan (SRP). While, as the name states, primarily a rail plan, there is some overlap with cycling in some of the likely projects.

One issue is how a passenger rail transportation system ties into the bicycle network. Something noted in the presentation material under "Plan Elements."

Union Station is pretty well connected, with the Metropolitan Branch Trail ended at the Bike Station there. And it will get better if it is built as rendered in the Union Station Master Plan.

The L'Enfant Plaza VRE station isn't quite as connected. I've always thought it would be cool to use the ROW from the west end of that platform west to 14th (under the Maryland Avenue Circle through the unused portion of tunnel for a bike trail. That's pretty unlikely to happen and it looks like CSX has been doing work on that part of the ROW and so it may not be unused for much longer. [As long as we're dreaming though, it could end with a ramp that uses this old abutment to allow you to jump the sidewalk Evil Knievel style.] But the Rail Plan presentation mentions that VRE will start a study of L'Enfant Station Improvements soon.

In addition to station access, there is also complimentary facilities work like the Virginia Avenue Streetscape project and its possible extension. The nascent New York Avenue rail trail would use an old rail tunnel and then run parallel to the Northeast Corridor/Camden line. A new Long Bridge will likely include a bike/ped path as well. And creating a principle that all future rail projects - like replacing the two bridges across the Anacostia - should include a bike element when possible could help to expand the bike network. Rail with trail should be the default.

Just when Charles County got the trail established in 2014 on an old railroad line that ran to Indian Head’s Navy Powder Factory from 1918 until the 1960s, portions of the trail were shut down earlier this year while water lines were inserted for the Mattawoman Treatment Plant.

As part of the work, the trail is being improved as well. There are interpretive signs and amenities being placed along the trail.

“One thing we found out was how much people appreciate the trail when it was closed,” said Charles County Commissioner Vice President Ken Robinson. “Citizens were very anxious to have it reopened. We understand how much of an asset it is.”

The trail was almost entirely paid for with the revenue from recycling the old rails (which always makes me think of the movie "Rocket Boys.")

Donations from private sources and a grant from the Southern Maryland Heritage Area Consortium helped pay for signage and amenities.

The paved Indian Head Rail Trail traverses roughly halfway across Charles County, connecting Indian Head to White Plains.

There are lots of plans for future trails in Charles County as well.

“We have very extensive plans to establish over 100 miles of trails throughout Charles County,” Robinson noted. “It’s something that’s not going to happen overnight.”

Robinson added that long-range plans call for construction of a hiking trail along the right of way for the “ill-fated and ill-conceived” Cross County Connector from Middletown Road to Indian Head Highway.

“If all goes well, we hope to connect that to the Indian Head Rail Trail,” he said. “Connectivity is going to be critical as we move forward.”

The cross-county connector may have been a controversial road proposal, but Charles County Commissioner Ken Robinson (D) has proposed keeping the hiking and biking trails associated with the now-defunct project.

This evening, county staff presented to the Charles County Planning Commission a proposal for a cross-county trail that will link with an ambitious and extensive network of trails planned throughout the county,” he wrote in the post.

The XCCT would run parallel to and north of the Indian Head Rail Trail.

Their target is a stretch of unused railroad tracks that stretch from Salisbury to Mardela Springs. And their goal is to turn those tracks into a new pedestrian and cyclist trail.

The Wicomico County Council will soon be sending a letter to the Maryland Department of Transportation asking the department to consider the tracks to trail project in its upcoming five-year budget. But some nearby neighbors, like Colston, wouldn't mind seeing another addition to that project before the letter is sent.

"A fence. A big fence," said Colston. "So that people don't have access to my backyard."

Some people are so arrogant. What makes him think people want access to his back yard. Does it have a trampoline or something awesome like that? [Because if so, I'm on my way right now - trail or no].

Construction on Phase 6 of the hiking and biking trail project — a 5-mile stretch running south from Route 236 (Thompson Corner Road) and linking two existing sections of the trail — began in March and is expected to be completed by the end of the year.

When completed, the plan calls for a 25-mile trail to run from Deborah Drive in Charlotte Hall through John V. Baggett Park in Laurel Grove to Pegg Road in Lexington Park. The trail is planned to run mostly adjacent to Route 5 in the north and Route 235 in the south.

Federal funding for the portion of the trail now under construction came in the form of $1,788,600 passed through the State Highway Administration’s enhancement fund. State contributors include Maryland Bikeways ($470,180), Maryland Program Open Space ($185,000), Maryland Heritage Areas ($136,877) and SHA’s recreational trails program ($120,000).

Local funding came in the form of $934,561 from the St. Mary’s County government.

When this segment is complete, the Three Notch Trail will run 11 miles from the Charles County line to Laurel Grove.

Former Commissioner Larry Jarboe (R) said in November he wanted to make sure that horse-and-buggy traffic could use the new section of trail so it wouldn’t have to mix with high-speed traffic on Route 5. The buggies use the other parts of the trail already.

File this under "things that aren't said enough."

“It’s saved lives over the last few years,” he said. “A little horse manure [along the trail] is a lot better than seeing a dead horse and driver and children on the road.”

For the most part the Three Notch Trail follows an old railroad bed that ran from Brandywine to Patuxent River Naval Air Station. The Navy extended the railroad from Mechanicsville to Lexington Park in 1942 to build the base, and used the line until 1954. The line was sporadically used by the Pennsylvania Railroad until 1965. St. Mary’s County government in cooperation with the Southern Maryland Electric Cooperative purchased the old railroad line in 1970.

The Transportation Planning Board recently approved a number of pedestrian and bicycle improvement projects in Northern Virginia to receive funding under the federal Transportation Alternatives Program.

The $2.5 million in funding will cover the capital costs of constructing the projects, which include sidewalk enhancements, new bike lanes and bikeways, and accessibility improvements for persons with disabilities.

In future solicitations, the TPB hopes to fund one or more projects that improve non-motorized access to underutilized rail transit stations in the region.

The TPB is currently soliciting applications for approximately $2 million in Transportation Alternatives funding for projects located in Maryland for the coming fiscal year. The deadline to submit applications is May 15. Local governments, park authorities, and school boards are among the agencies and organizations eligible to apply for funding.

The TPB will solicit applications for Transportation Alternatives funding for projects in the District of Columbia later this year.

Of those 17 projects for which applications were received, 9 got funding. Only two were in the WAMPA region, both in Arlington, only one of which really involves bike improvements.

1. McKinley Road/N Ohio St Safe Routes to Shcool Bicycle-Pedestrian Improvements. - Construction of raised medians, pedestrian curb extensions, and buffered bike lanes on McKinley Rd/N Ohio St from Wilson Blvd to 14th ST N. Project intends to reduce vehicle speed in the corridor, as well as to provide a safe and continuous pathway for bicylists and pedetrians. McKinley Elementary School is centrally located on the project Corridor; this project will provide safer access for students.

2. Rosslyn-Ballston Corridor Accessibility Improvements - Improvements to sidewalks and streets to remove obstructions that restrict access by persons with disabilities, per the 1990 ADA. Specific locations were identified in an 2012 TLC project.

There were two other projects in Fairfax County: a 3.1 mile bikeway connecting Fort Belvoir with FranconiaSpringfield Metrorail Station, with connections to the Fairfax County Parkway trail. Trail segments to include asphalt trail, Rail-Trail alignment, and on-road bike lanes; and rebuild a 1/2 mile section of Van Buren St. in Herndon to include bicycle and pedestrian improvements. But that's really FABB territory.

It's not really that new, and it's a stretch to call it a rail trail, but the West Campus Access Road along the edge of the Department of Homeland Security's headquarters at St. Elizabeths is now open and, despite some concern that it would not, includes a "10 foot multi-purpose trail' on one side.

Google Maps labels this road as Firth Sterling Avenue, but all the documentation on it calls it the West Campus Access Road, I should have taken a photo of some street signs I suppose.

The trail with a grove of trees on one side and rain gardens on the other

The trail is nice, even if it's kind of just a wide sidewalk. There are few driveways and the whole way it runs along side rain gardens and tree groves. There are also nice views of the city (which my photos do not do justice to). You can see Alexandria, the Air Force Memorial, Washington Monument, Southwest Waterfront, Baseball Stadium, Capitol, both rivers and more.

Trust me, you can the Washington Monument in this photo

On the other side you get a pretty great view of the historic cemetery.

Historic Cemetery on the hillside

The trail doesn't, at this time, have any utility for someone not going to DHS, but it's a worth a trip at least once for the views. Because it used to be a rail line, it's a gentle climb up the escarpment. From a utility standpoint, it's frustrating because the end of the trail is only about 600 feet from Newcomb Street, SE. A connection to that would make this a nice way to bypass the worst part of South Capitol Street (until the South Capitol Street Trail is built) as well as providing other cycling and walking opportunities. But that will have to wait for Phase 2 when the Access Road will be extended to Malcolm X at Interstate 295, and hopefully the trail will be too.

The end of the trail (for now)

Trail beside the bus stops, with the woods through which the road and trail will extend beyond.

Like I said, this isn't really new. It opened as part of Phase 1 which was completed in 2013. Phase 2 will continue the access road as seen in the image below at bottom.

*I don't do this very often, but I'm going to toot my own horn here a bit since I may be partly responsible for this. Way back when the 2005 DC Bicycle master plan was being worked on, I suggested to Jim Sebastian that they use this old rail spur for a bike trail and Jim said they had been looking for a way to access the grounds, picked up a sharpie and drew it on the map [Whereas usually he just says to me "That's an interesting idea" and doesn't write anything down and then pretends to need to make a phone call]. It wound up being included in the official bike plan. When the St. Elizabeth's Master Plan was initially being worked on, it didn't include a trail, but by 2008 it did (though it wasn't a done deal), and as I recall the bike plan was part of the reason they included it (though, I think they saw the value in it too). I guess if I keep throwing enough crazy ideas out there, eventually one of them will catch on.

A construction bid was awarded on Nov. 18 by the previous St. Mary’s County commissioners to build five miles of a hiking and biking trail in Mechanicsville. When that segment is complete, the Three Notch Trail will be 11 miles long from Laurel Grove to the Charles County line.

Area residents can expect to see survey crews along the right of way before any heavy construction begins, said Brian Loewe, director of the St. Mary’s County Department of Recreation and Parks.

The Three Notch Trail project through Mechanicsville was over budget in August by $769,006, but other grants were secured and the St. Mary’s County Department of Recreation and Parks moved money around to meet the low bid.

This section of trail will run from Route 5 to Route 236 in Mechanicsville and is closer to homes than other sections of the path. There will be buffers planted between the trail and homes, Loewe said. Immaculate Conception Church in Mechanicsville also has a foot bridge over a ravine between the hall and the church. That bridge is over the county’s right of way for the trail and will be removed, but the ravine will be filled in so people can walk across, Loewe said.

Phases VII, VIII & IX, from Wildewood to Baggett Park, - the middle of the trail - are planned for FY 15 and beyond, as funding permits. When finished the trail will be 28 miles long.

And there's an interesting issue that we don't deal with much here in the big city...

Former Commissioner Larry Jarboe (R) said in November wanted to make sure that horse-and-buggy traffic can use the new section of trail so it doesn’t have to mix with high-speed traffic on Route 5.

The buggies use the other parts of the trail already. “It’s saved lives over the last few years,” he said. “A little horse manure [along the trail] is a lot better than seeing a dead horse and driver and children on the road.”